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International Traffic SafetyData and Analysis Group

Road SafetyAnnual Report 2015Summary

IRTAD AN INTERNATIONAL EXPERT NETWORK AND DATABASE

ON ROAD SAFETY DATA

The International Traffic Safety Data and Analysis Group (IRTAD) is a permanent working group of the Joint Transport Research Centre of the OECD and the International Transport Forum. It is composed of road safety experts and statisticians from renowned safety research institutes, national road and transport administrations, international organisations, universities, automobile associations, the automobile industry, and others from OECD and non-OECD countries.

Its main objectives are to contribute to international co-operation on safety data and its analysis. Its key outputs are the IRTAD database that currently publishes safety data from 32 countries and its annual report on road safety performance. It also conducts regular research and analysis on topics related to safety data analysis (e.g. forecasting, relationship between speed and crash risks, road safety and economic developments).

Currently, more than 70 organisations from 38 countries are members or observers of IRTAD - representing a wide range of public and private bodies with a direct interest in road safety (see list of members at the end of the report).

The ambition of IRTAD is to include new countries and to build and maintain a high-quality database on road safety information. IRTAD offers a mechanism for the integration of prospective member countries while assisting with improvement of road safety data collection systems, where needed.

The most visible product of the IRTAD Group is the International Road Traffic and Accident Database. The database includes aggregated data on injury accidents, road fatalities, injured and hospitalised road users, as well as relevant exposure data, in relation to factors such as population, motor vehicle fleet, road network length, vehicle-kilometres and seatbelt wearing rates from 32 countries, covering every year since 1970. Key road safety indicators are compiled on a monthly basis. Data on serious injuries based on MAIS3+ definitions are being progressively included.

TABLE OF CONTENTS - 3

ROAD SAFETY ANNUAL REPORT 2015: SUMMARY - © OECD/ITF 2015

TABLE OF CONTENTS

FOREWORD ............................................................................................................................... 5

EXECUTIVE SUMMARY ......................................................................................................... 7

CHAPTER 1: SUMMARY OF ROAD SAFETY PERFORMANCE IN 2013 AND 2014 . 11

LIST OF IRTAD MEMBERS AND OBSERVERS ............................................................... 36

FOREWORD - 5


FOREWORD

It is with great pleasure that I present the 2015 edition of the IRTAD Annual Report on Road Safety, which contains the most recent road safety data and up-to-date information on road safety measures and strategies for 38 countries.

The IRTAD Group has expanded quite remarkably in the past two years. The IRTAD family now includes members and observers from 38 countries, with several other countries expressing interest in joining the Group. This is excellent news, as it shows the importance of sound road safety data to understand a country’s road safety performance and remaining challenges, design adequate road safety policies, and monitor progress over time. It also illustrates the value of the IRTAD Group for exchanging information on data collection and analysis methodologies and the importance of international co-operation in this area.

In addition, this report raises a number of challenges for the IRTAD group to ensure that we publish data of the highest quality; it therefore makes a distinction between “validated” data for 32 countries, and data and information “under review”. The summary tables and figures in Chapter 1 include mainly “validated data”, and we are working closely with all countries to help raise their data systems to the highest quality.

The IRTAD Group is aware that its current members account for only 6% of global road fatalities, and it is our intention to pursue our geographical expansion and to assist countries interested in building up and improving their road safety data system. In 2008, IRTAD initiated a series of twinning programmes to assist countries in this endeavour. One of its greatest achievements, following the first twinning between Argentina and Spain, has been to contribute to the creation of the Ibero-American Road Safety Observatory and to support the observatory with a regional road safety database. I believe that such a model would be of great value in other regions, and IRTAD would be willing to assist in similar initiatives in the future.

Last year (2014) was another busy and intense year for the IRTAD Group, and I would like to take this occasion to extend my deep gratitude to the IRTAD members and Secretariat for their contributions. Several research reports will be released in 2015 on such timely topics as the impact of economic downturns on road safety, road infrastructure safety management, the relationship between speed and crash risks, methodologies to collect alcohol-related crashes, etc. IRTAD's forthcoming programme of work will include reflections and contributions on other important topics, such as crash costs, road safety benchmarking and safety indicators for cities.

I trust that our results will continue to provide useful input to road safety research and policies in IRTAD Member countries and beyond.

Prof. Fred Wegman, Chairman of IRTAD

EXECUTIVE SUMMARY - 7


EXECUTIVE SUMMARY

The number of road fatalities declined by 42% overall between 2000 and 2013 in the 32 countries in the International Road Traffic and Accident Database (IRTAD) for which data are consistently available. Greatest reductions were achieved in Spain with more than 70% and Portugal with almost 70%. Many other countries had reductions of more than 50%, notably Denmark, France, Slovenia and Lithuania. Most non-European IRTAD members achieved a lower than average reduction in the number of road fatalities.

The IRTAD countries with lowest road mortality rates are located in Europe: Sweden and the United Kingdom recorded fewer than 3 fatalities per 100 000 inhabitants in 2013. In some member countries, however, this rate is still in excess of 10.

Elements to explain this overall good performance include: the implementation of systematic road safety strategies and programmes that are tackling the main risk factors for traffic crashes (speed, alcohol, non-compliance with traffic rules), advancing technical standards for road infrastructure and vehicles, improved emergency and heath care, and economic conditions.

Interestingly, the economic downturn in 2008-10 influenced the number of road deaths during that period, possibly contributing to about two-thirds of the decrease in fatalities through a number of factors: reductions in distance travelled (especially by young men and by heavy goods vehicles), speeding, in drink-driving.

Despite the good progress in recent years however, the number of traffic causalities is still high, even in the best performing countries. Also, road crash fatalities in IRTAD countries only represent a small share (6%) of the 1.3 million global road deaths. A full 90% of casualties occur in low- and middle-income countries.

Reducing the number of serious injuries

The numbers of serious injuries from road crashes are decreasing at a slower pace than those of fatalities in many countries. This is important, because many survivors of severe crashes will never recover completely, often entailing grave consequences for people’s quality of life but also negatively affecting the economy.

Police records alone are usually inadequate to carry out analysis on the nature and consequences of serious injuries. Moreover, international comparisons are currently unfeasible, as counts and definitions of a “serious injury” vary widely among member states.

IRTAD encourages its members to set up adequate mechanisms for combined analysis of police and hospital data and proposes a common definition of serious injuries on the basis of the Abbreviated Injury Scale (AIS), and recommends that a serious injury should be defined as one with a Maximum AIS score of 3 or more (MAIS 3+).

8 – EXECUTIVE SUMMARY


Protecting vulnerable road users

Although substantial fatality reductions have been achieved since 2000, there has been less success in saving lives among vulnerable road users - pedestrians, cyclists and motorcyclists - than among car occupants. Fatalities among car occupants were reduced by 54% between 2000 and 2013, whereas decreases were only 36% for pedestrians, 35% for cyclists and 22% for motorcyclists. Motorcycle deaths increased between 2000 and 2007.

As a consequence, road safety priorities in many countries have recently shifted from motorised rural traffic to vulnerable road users in urban areas.

Safeguarding children

Globally, road traffic injuries rank among the four main causes of death for children above five and is the number one killer for children aged 15-17, according to WHO data. Traffic mortality of children is substantially higher in low-income countries. Since 2000, the share of road deaths for children, both inside passenger cars and as pedestrians, has been decreasing in high-income countries and increasing in all other income regions.

Even though the overall IRTAD child mortality rate is at a relatively low level of less than 1 fatality per 100 000 children, the variation among member states and by road transport mode is considerable, indicating room for improvements in many countries.

Legislation on key safety issues

Drink driving: All IRTAD and observer countries have established maximum authorised blood alcohol content (BAC) for drivers as one of the primary measures to prevent crashes, injuries and fatalities caused by drink driving. General BAC levels in these countries vary from 0.0 g/l in Czech Republic and Hungary to 0.8 g/l in Canada, Jamaica, Malaysia, the United Kingdom and the United States. The most common maximum authorised BAC level is 0.5 g/l. Most of the countries also apply lower BAC level for novice, young and professional drivers.

Speed limits: In urban areas, in most countries, the default speed limit for passenger cars is 50 km/h; lower speed limits (typically 30 km/h) are often enforced in residential areas or around schools. Higher default speed limits (60 km/h) are found in Poland (during night time), Chile and Korea. Speed limits on roads outside built up areas typically vary between 80 and 100 km/h. The lowest speed limits among IRTAD members and observers are in Jamaica (50 km/h) and Japan (50-60 km/h). The highest speed limits – up to 120 km/h – are in Chile and Poland. Several countries differentiate speed limits according to the type of road, weather or pavement. On motorways speed limits vary between 90 to 140 km/h. In Germany, there is only a recommended limit of 130 km/h.

Seat belt use: The use of seat belts is regarded as one of the most effective measures to save lives and reduce crash injury severity for car occupants. All IRTAD countries have mandatory front seat belt regulations. The use of seat belts on rear seats is still not mandatory on the whole road network in some countries. Wearing rates vary widely in member countries, and they are usually higher in front seats. For front seats, values typically range between 80% and nearly 100%, but can also be as low as 52% (Argentina). For rear seats the range is between 15% (Chile) and 98% (Germany).

Motorcycle and helmet use: In all IRTAD member and observer countries but the United States, the use of helmets on powered two-wheelers is compulsory and the wearing rate is usually high; many countries report a near to 100% compliance. In the United States, there is no federal law on helmet use,

EXECUTIVE SUMMARY - 9


and three states do not have any helmet law. In most countries helmet use for cyclists is not compulsory; however the compulsory use of helmet by children is becoming more frequent.

Developing national road safety strategies

The Goal of the UN Decade of Action for Road Safety 2011-2020, endorsed by more than a hundred governments, is to “stabilise and reduce” the projected level of global road fatalities by 2020, from a 2010 baseline. Meeting this goal could save up to 5 million lives, and prevent up to 50 million serious injuries.

Governments are recommended to develop national action plans for the decade 2011-2020. To support these, a Global Plan for the Decade of Action was developed around the five pillars of the “Safe System” approach. In this context, several countries released national road safety strategies in 2011 or updated existing strategies. These include quantitative targets, interim targets, sub-targets and performance indicators. Some countries set targets for reducing serious injuries alongside the goals of reducing fatalities.

Progress since 2010 will be reviewed at the Second Global High Level Conference on Road Safety, hosted by the Brazilian government in Brasilia on 18-19 November 2015. It will also be an opportunity to build partnerships and arrange financing that can deliver the new road safety targets expected for approval at the UN Summit on Sustainable Development Goals on 25-27 September 2015

1 – SUMMARY OF ROAD SAFETY PERFORMANCE IN 2013 AND 2014 - 11


CHAPTER 1 SUMMARY OF ROAD SAFETY PERFORMANCE IN 2013 AND 2014

This chapter presents an overview of road safety data in 2013 for 32 countries, as well as provisional data for 2014. It provides a synthesis of current national road safety strategies and legislation regarding speed limits, drinking and driving, and the use of seat belts and helmets.

Overall, between 2000 and 2013, the number of road fatalities declined by 42% in the 32 member countries of the International Road Traffic and Accident Database (IRTAD) for which data are consistently available and verifiable. Best performing countries achieved reductions of 70%. Most non-European IRTAD members achieved a lower than average reduction in the number of road fatalities.

Most recent fatality data in 2013 and 2014

In 2013, the 32 countries noted a 4.3% decrease in road fatalities from 2012 and a 7.9% decrease from 2010 (Table 1.1). At the same time, based on data from 20 countries, mobility in terms of vehicle kilometres slightly increased by 0.8% from 2012 and 1.2% from 2010. Provisional fatality data for 2014 show a dispersed picture: Eight countries saw an increase in fatalities, 15 countries managed to reduce their road death toll. For the remaining countries there was no significant change (Table 1.2.).

However, the 32 countries covered in the IRTAD figures represent just 6% of the estimated 1.3 million annual road fatalities globally.

Between 2000 and 2013, the number of road fatalities in IRTAD countries decreased by 42%– which is an impressive achievement for a relatively short period (Figure 1.5.). Greatest reductions were achieved in Spain with more than 70% and Portugal at almost 70%. Many other countries had reductions of more than 50%.

Elements to explain this overall good performance include the implementation of systematic road safety strategies and programmes that are tackling the main risk factors for traffic crashes (speed, alcohol, non-compliance with traffic rules), advancing technical standards for road infrastructure and vehicles, improved emergency and heath care, and economic conditions.

The reduction has been more marked since 2008, when the economic downturn started impacting many IRTAD countries. As explained in a recently published IRTAD report (ITF, 2015), the economic downturn from 2008-10 had repercussions on the unemployment rate and influenced the number of road deaths through several factors: a reduction in distance travelled, especially by young men and by heavy goods vehicles, a reduction in speeding and in drink-driving, and a reduction in driving licence acquisition rate. Overall the economic downturn may well have contributed to about two-thirds of the decrease in fatalities between 2008 and 2010.

12 - 1 – SUMMARY OF ROAD SAFETY PERFORMANCE IN 2013 AND 2014


Death rates in 2013

Fatalities per capita

Road mortality in terms of fatalities per 100 000 inhabitants differs substantially between the regions. The IRTAD countries with the lowest road mortality rates are located in Europe: In 2013, two countries, Sweden and the United Kingdom, recorded less than 3 fatalities per 100 000 inhabitants, but in other regions some are still at levels in excess of 10 (Figure 1.1.).

Figure 1.1. Road fatalities per 100 000 inhabitants in 2013 in IRTAD member countries

Thirteen countries constitute the league of relatively well-performing countries with mortality rates per 100 000 inhabitants of five or less (Figure 1.2).

Since 2000, the rate has been reduced by about 50% in nearly half the countries. The greatest improvements were in Spain (-75%) and Portugal (-70%), while Denmark, France, Ireland, Slovenia, Sweden and Switzerland all had reductions of 60-63% (Table 1.3.).

While the mortality rate per capita is useful for comparing the performance of countries with similar levels of development and motorisation, it should not be used as a universal tool to rank all countries.

Fatalities per vehicle-kilometres

Analysis in terms of fatalities over distance travelled is a very useful indicator for assessing the risk of travelling on the road network. However, only 22 IRTAD countries regularly collect data on vehicle–kilometres driven. Data on risks expressed in terms of deaths per billion vehicle-kilometres are



summarised in Figure 1.3. In 2013, Sweden, the United Kingdom, and Denmark recorded less than four deaths per billion vehicle-kilometres.

Fatalities per registered vehicles

In the absence of data on vehicle kilometres, the fatality rate per registered motor vehicles may be used as an approximation of exposure to risk. Figure 1.4. illustrates risk exposure expressed as the number of deaths per 10 000 registered vehicles.

Based on this indicator, the situation has improved substantially for all countries for which data are available. In 2013, the best-performing countries were Sweden, Switzerland, the United Kingdom, Norway and Spain with a fatality rate of 0.5 deaths per 10 000 registered vehicles.

Reducing the number of serious injuries

Several IRTAD countries have shown remarkable reductions in road fatalities over the last decades. However, the numbers of serious injuries are usually decreasing at a slower pace and many survivors of severe crashes will never recover completely. Severe injury not only entails grave consequences for people’s quality of life but also negatively affects the economy.

Police records alone are usually inadequate to carry out analysis on the nature and consequences of serious injuries. Moreover, international comparisons are currently unfeasible, as counts and definitions of a “serious injury” vary widely among member states. The IRTAD report, “Reporting on Serious Road Traffic Casualties” (ITF, 2011), outlines options for combined analysis of police and hospital data and proposes a common definition of serious injuries on the basis of the Abbreviated Injury Scale (AIS), and recommends that a serious injury should be defined as one with a Maximum AIS score of 3 or more (MAIS 3+).

IRTAD encourages its members to set up adequate mechanisms for such combined and comparative analysis and will gradually enlarge the database to include data on serious injuries based on the MAIS3+ definition. Likewise, the European Commission agreed with the EU Member States to collect MAIS3+ data by 2015 and will enlarge the Community database on Accidents on the Roads in Europe (CARE) accordingly.



Figure 1.2. Road fatalities per 100 000 inhabitants in 2013

Note: provisional data for Australia, Canada, Ireland, Lithuania and the United States.

Figure 1.3. Road fatalities per billion vehicle-kilometres in 2013

Note: provisional data for Australia, Canada, Ireland, Lithuania and the United States. 2012 data for the Czech Republic.

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Figure 1.4. Road fatalities per 10 000 registered vehicles in 2013

. Note: Total vehicles include mopeds for Argentina, Australia, Canada, Chile, Iceland, Ireland, Lithuania and the United States. Canada: 2012 data. Provisional data for Australia, Ireland, Lithuania and the United States.

Figure 1.5. Medium-term change in road fatalities 2013 in comparison to 2000

Note: provisional data for Australia, Canada, Ireland, Lithuania and the United States.

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Table 1.1. Road safety trends

Road Fatalities

Recent data Average annual change1

Country 2013 2012 2010 Change 2013-2012

2013-2010 2010-2001

2000-1991

1990-1981

1980-1971

Argentina 5 209 5 074 5 094 2.7% 0.7% - - - -

Australia 1 187 p 1 300 p 1 353 -8.7% -4.3% -2.7% -1.7% -3.9% -1.0%

Austria 455 531 552 -14.3% -6.2% -5.9% -5.0% -2.5% -3.9%

Belgium 724 770 840 -6.0% -4.8% -6.1% -2.7% -1.3% -2.8%

Canada 1 923 p 2 076 2 238 -7.4% -4.9% -2.3% -2.6% -3.3% -0.2%

Chile 2 110 1 980 2 074 6.6% 0.6% 0.2% - - -

Czech Republic 654 742 802 -11.9% -6.6% -5.5% 1.2% 0.8% -4.9%

Denmark 191 167 255 14.4% -9.2% -5.7% -2.2% -0.5% -6.1%

Finland 258 255 272 1.2% -1.7% -5.0% -5.1% 1.8% -7.8%

France 3 268 3 653 3 992 -10.5% -6.5% -7.6% -2.7% -2.3% -2.9%

Germany 3 339 3 600 3 648 -7.3% -2.9% -7.0% -4.4% - -

Greece 879 988 1 258 -11.0% -11.3% -4.4% -0.4% 2.8% 3.0%

Hungary 591 605 740 -2.3% -7.2% -5.6% -6.1% 4.7% -1.3%

Iceland 15 9 8 6 more fatalities 23.3% -11.5% 1.9% 0.0% 2.0%

Ireland 188 p 162 212 16.0% -3.9% -7.1% -0.8% -2.0% -0.2%

Israel 277 263 352 5.3% -7.7% -4.5% 0.4% -0.2% -4.0%

Italy 3 385 3 753 4 114 -9.8% -6.4% -5.9% -1.5% -2.2% -1.9%

Japan 5 152 5 237 5 806 -1.6% -3.9% -5.9% -3.6% 2.8% -6.7

Korea 5 092 5 392 5 505 -5.6% -2.6% -4.2% -4.5% 8.7% 5.6%

Lithuania 258 p 301 299 -14.3% -4.8% -9.1% -6.5% 3.4% -

Luxembourg 45 34 32 32.4% 12.0% -8.3% -1.0% -3.7% 1.5%

Netherlands 570 650 640 -12.3% -3.8% -5.7% -1.0% -3.0% -5.0%

New Zealand 254 308 375 -17.5% -12.2% -2.1% -3.7% 1.0% -1.4%

Norway 187 145 208 29.0% -3.5% -3.1% 0.6% -0.2% -4.2%

Poland 3 357 3 571 3 908 -6.0% -4.9% -3.8% -2.5% 2.1% -

Portugal 637 718 937 -11.3% -12.1% -7.3% -4.5% 0.3% 3.5%

Slovenia 125 130 138 -3.8% -3.2% -7.5% -4.2% -1.0% -1.6%

Spain 1 680 1 903 2 478 -11.7% -12.2% -8.5% -4.6% 3.9% 1.9%

Sweden 260 285 266 -8.8% -0.8% -7.8% -2.5% -0.2% -3.9%

Switzerland 269 339 327 -20.6% -6.3% -5.5% -3.7% -2.2% -3.8%

United Kingdom 1 770 1 802 1 905 -1.8% -2.4% -6.8% -3.1% -1.3% -2.8%

United States 32 719 p 33 782 32 999 -3.1% -0.3% -2.7% 0.1% -1.1% -0.3%

Source: IRTAD Police-recorded fatalities (except for the Netherlands for 2000 onwards, see country report). Death within 30 days. p=provisional data for 2013. 1Geometric mean: 1-(FatalitiesEndYear/FatalitiesStartYear)1/n n…Number of years (n=9 for period 2001 to 2010)



Table 1.2. Preliminary trends for 2014 compared to the same period in 2013

Country 2014 data – status 2013 % change (provisional)

Trend

Argentina Estimation -2.8% - Australia 1 156 – provisional 1 187 -2.6% - Austria 430 – final 455 -5.5% -- Belgium 715 – estimation 724 -1.2% - Canada Not available Chile 2 119- final 2 110 +0.4% = Czech Republic 688 – final 654 +5.2% ++ Denmark 183 – provisional 191 -4.2% - Finland 226 – provisional 258 -12.4% --- France 3 388 – provisional 3 268 +3.7% + Germany 3 368 - provisional 3 339 +0.9% = Greece 793 – provisional 879 -10% -- Hungary 626 – final 591 +5.9% ++ Iceland 4 15 11 fewer fatalities -- Ireland 195 – provisional 188 +3.7% + Israel 279 – final 277 +0.7% = Italy Provisional data from main road network Approx. -5% Japan Provisional 5 152 -6% -- Korea 4 762 - provisional 5 092 -6.5% -- Lithuania 265 – provisional 258 +2.7% + Luxembourg 35 – final 45 10 fewer fatalities --- Netherlands 570 – final 570 No change = New Zealand 295 provisional 254 +16.1% +++ Norway 148 – provisional 187 -21% --- Poland 3 202 – final 3357 -4.6% - Portugal Not available Slovenia 108 – final 125 -13.6% --- Spain Not available Sweden 270 – final 260 +3.8% + Switzerland 243 – final 269 -9.6% -- United Kingdom 1807 – provisional sept 2013- sept.2014 1769 sept. 2012- sept. 2013 +2.1% + United States Estimate based on projections 32 719 -0.1% =

-1% < change < 1%: = Decrease 1 to 5%: - Increase 1 to 5%: + Decrease 5 to 10%: -- Increase 5 to 10% ++ Decrease > 10%: --- Increase > 10%: +++ Police-recorded fatalities (except for the Netherlands)



Table 1.3. Road fatalities per 100 000 inhabitants and per billion vehicle-km

Country Killed per 100 000 inhabitants Killed per billion v-km

1970 1980 1990 2000 2010 2013 1970 1980 1990 2000 2010 2013

Argentina - - - - 12.6 12.3 - - - - - -

Australia 30.4 22.3 13.7 9.5 6.1 5.1p 49.3 28.2 14.4 9.1 5.9 5.0p

Austria 34.5 26.5 20.4 12.2 6.6 5.4 109.3 56.3 32.0 15.0 7.3 5.8

Belgium 31.8 24.3 19.9 14.4 7.7 6.5 104.6 50.0 28.1 16.3 8.5 7.1

Canada 23.8 22.3 14.3 9.5 6.6 5.5p - - - 9.3 6.6 5.6 p

Chile - - 15.7 14.3 12.2 12.0 - - - - - -

Czech Republic 20.0 12.2 12.5 14.5 7.7 6.2 - 53.9 48.3 36.7 16.2 15.7 b

Denmark 24.6 13.5 12.3 9.3 4.6 3.4 50.5 25.0 17.3 10.7 5.6 3.9

Finland 22.9 11.5 13.0 7.7 5.1 4.8 - 20.6 16.3 8.5 5.1 4.8

France 32.5 25.4 19.8 13.7 6.4 5.1 90.4 43.9 25.2 15.8 7.1 5.8

Germany - - 14.2c 9.1 4.5 4.1 - - 19.7f 11.3 5.2 4.6

Greece 12.5 15.1 20.3 18.7 11.2 7.9 - - - - - -

Hungary 15.8 15.2 23.4 11.7 7.4 6.0 - - - - - -

Iceland 9.8 11.0 9.5 11.5 2.5 4.7 - 26.5 14.9 13.8 2.5 4.7

Ireland 18.3 16.6 13.6 11.0 4.7 4.1 p 44.3 28.4 19.2 11.5 4.5 4.0 p

Israel 17.1 10.8 8.7 7.1 4.6 3.4 87.9 38.8 22.4 12.4 7.1 5.4

Italy 20.5 16.4 12.6 12.4 7.0 5.7 - - - - - -

Japan 21.0 9.7 11.8 8.2 4.5 4.0 96.4 29.3 23.2 13.4 8.0 6.9

Korea 10.9 16.9 33.1 21.8 11.3 10.1 - - - 49.5 18.7 17.2

Lithuania - - 26.9 17.3 9.2 8.7 p - - - - - -

Luxembourg 39.0 27.0 18.7 17.5 6.4 8.4 - - - - - -

Netherlands 24.5 14.2 9.2 7.3 3.9 3.4 - 26.7 14.2 10.0 5.0 4.5

New Zealand 23.0 18.8 21.4 12.0 8.6 5.7 - - - 13.6 9.4 6.3

Norway 14.5 8.9 7.8 7.6 4.3 3.7 41.7 19.3 12.0 10.5 4.9 4.3

Poland 10.5 16.9 19.3 16.4 10.2 8.7 - - - - - -

Portugal 20.5 29.3 29.3 20.0 8.9 6.1 - - - - - -

Slovenia 36.1 29.5 25.9 15.8 6.7 6.1 166.7 96.1 65.1 26.7 7.7 7.2

Spain 16.2 17.5 23.3 14.4 5.3 3.6 - - - - - -

Sweden 16.3 10.2 9.1 6.7 2.8 2.7 35.3 16.4 12.0 8.6 3.5 3.4

Switzerland 26.6 19.2 13.9 8.3 4.2 3.3 56.5 30.9 18.6 10.6 5.2 4.3

United Kingdom 14.0 11.0 9.4 6.1 3.0 2.8 37.4 a 21.9a 12.8 7.4 3.8 3.5

United States 25.8 22.5 17.9 14.9 10.7 10.3 p 29.6 20.8 12.9 9.5 6.9 6.8 p

Death within 30 days. Police recorded data (except for the Netherlands for 2000 onwards, see country report) a = Great Britain. b = 2012 c = 1991 p= provisional.



Moderate improvements for vulnerable road users

Although substantial fatality reductions have been achieved since the year 2000, there has been less success in saving lives among vulnerable road users than among car occupants. Reductions in deaths among pedestrians, cyclists and motorcyclists have levelled off, and some increases have been recorded since 2010. Fatalities among car occupants were reduced by 54% between 2000 and 2013, whereas decreases were only 36% for pedestrians, 35% for cyclists and 22% for motorcyclists. Motorcycle deaths increased between 2000 and 2007.

As a consequence, in many countries, road safety priorities have recently shifted from motorised rural traffic to vulnerable road users in urban areas.

Figure 1.6. Development of fatalities in IRTAD countries by road user type (2000 = 1)

Powered two-wheelers (PTW) have had the least success in terms of road mortality reduction since 2000. In 2012, PTW riders in IRTAD countries represented about 8% of the motorised fleet but 16% of road fatalities, resulting in 12 000 killed. The proportion of road fatalities from motorcycles and mopeds has increased steadily since 2000 when it was at 12%. There are, however, large differences among countries; the highest shares of PTW rider fatalities were recorded in Greece (38%), Italy (29%) and France (26%) (Figure 1.7).

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Bicyclists Powered two-wheelers Car occupants Pedestrians



Figure 1.7. Proportion of different road user categories in fatalities average 2009-2013

To respond to the growing concern regarding motorcyclists’ safety, the International Transport

Forum will publish in 2015 an expert group report on the safety of powered two-wheelers. The report provides a comprehensive review of PTWs’ roles and risks, and describes typical crash scenarios and a set of measures to be implemented within a safe system approach (ITF/OECD, in press).

Child safety

The third United National Global Road Safety Week was celebrated on 4-10 May 2015. It aimed at highlighting the plight of children on the world’s roads and encouraging actions to better ensure their safety.

To echo this important event, this report gives particular attention to child safety, and the detailed 38 country reports contain specific sections on the evolution of children safety. The section below summarises the main trends in IRTAD countries, and puts them in perspective with the situation of child safety in the world.

Globally, road traffic injuries rank among the four main causes of death for children above five and is the number one killer for children aged 15-17. The likelihood of a person dying from a road injury is highly dependent on the country they live in and its economic status and motorisation rate. This is especially true for children: traffic mortality of children is substantially lower in high income countries than in low income countries (2.0 vs. 11.4 fatalities per 100 000 children aged 5-14 in 2012).

However, according to the World Health Organization, while the share of road deaths in 2012 for all age groups was lowest in high income countries, for children it was highest (see Figure 1.8.). Since 2000, the share of road deaths for children has been decreasing in high income countries and increasing in all other income regions.

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80%

90%

100%

Motorised two-wheelers Car occupants Bicyclists Pedestrians



Figure 1.8. Proportion of road fatalities for children aged 5-14 years by different income regions

Source: WHO. http://www.who.int/healthinfo/global_burden_disease/estimates/en/index1.html

In most IRTAD countries the share of child fatalities has been declining over the last decade (Figure 1.9.). Children (0-14), in the countries listed in Figure 1.9, represent 17% of the population in IRTAD countries, 3.3% of road fatalities and 7% of injured road users (average 2011 to 2013), equalling 2 600 children killed and an estimate of 355 000 injured annually.

Figure 1.9. Proportion of children 0-14 years in all road fatalities in IRTAD countries(average rates)

Around the start of this millennium, the highest road traffic mortality rate for children was recorded

inside passenger cars, whereas in 2013 the rates for children in cars and children as pedestrians were practically identical. Both rates have improved significantly within the last decade (Figure 1.10.).

0%

2%

4%

6%

8%

10%

12%

14%

16%

18%

20%

Low income Lower middle income Upper middle income High income Global

2000 2012

0.0%

2.0%

4.0%

6.0%

8.0%

10.0%

12.0%

2001-2003 2011-2013



Figure 1.10. Road traffic mortality rates of children 0-14 years in IRTAD countries by road user group (average rates for available countries)

Figure 1.11. Mortality rate of children 0-14 years as car occupants (average rates)

0

0.5

1

1.5

2

2.5

Total Passenger cars Pedestrians Bicyclists

Fatalities / 100 000 inhabitants

2001-2003 2011-2013

0

0.4

0.8

1.2

1.6

2

Fatalities / 100 000 inhabitants

2001-2003 2011-2013



Figure 1.12. Mortality rate of children 0-14 years as pedestrians (average rates)

Even though the overall IRTAD child mortality rate is at a relatively low level of less than one

fatality per 100 000 children, the variation among member states and by road transport mode is considerable, indicating room for improvements in many countries (Figures 1.11 and 1.12).

The UN Decade of Action for Road Safety 2011-2020

While many IRTAD countries have made good progress in recent years, the number of traffic casualties even in the best performing countries is still high and the encouraging results achieved in IRTAD countries only represent a small share (6%) of global road deaths. Every year 1.3 million people are killed and tens of millions injured, and 90% of casualties occur in low and middle income countries.

In 2011 the UN General Assembly proclaimed the UN Decade of Action for Road Safety 2011-2020 in a landmark resolution agreed by 100 countries. The goal of the Decade of Action, mandated by the United Nations and endorsed by more than a hundred governments, is to “stabilise and reduce”, from a 2010 baseline, the forecasted level of global road fatalities by 2020. Meeting this goal could save up to five million lives, and prevent up to 50 million serious injuries.

On 10 April 2014 the UN General Assembly adopted a resolution encouraging the inclusion of road safety in the post-2015 development agenda, which supports the initial objective of the Decade and then builds on it to deliver a further fatality reduction. The UN Open Working Group on Sustainable Development Goals has included road safety targets in a proposed Health and Cities Goal.

In this context, the Second Global High Level Conference on Road Safety, hosted by the Brazilian government, will take place in Brasilia on 18-19 November 2015. This event will be very important in reviewing the progress since the launch of the Decade and identifying areas where further efforts should be made. It will also be an opportunity to begin building partnerships and arranging financing that can deliver the new road safety targets that are expected to be approved at the UN Summit on Sustainable Development Goals on 25-27 September 2015.

National Road Safety Strategies

The year 2011 was marked by the launch of the UN Decade of Action for Road Safety and the United Nations called on Member states, international agencies, civil society, businesses and community

0

0.4

0.8

1.2

1.6

2Fatalities / 100 000

inhabitants

2001-2003 2011-2013

3



leaders to ensure that the Decade leads to real improvement. It recommended that governments develop national action plans for the decade 2011-2020. To assist them in doing so, a Global Plan for the Decade of Action was developed and organised around the five pillars of the “Safe System” approach. Several countries released or updated their national road safety strategies in 2011.

This section summarises the strategies and targets followed by IRTAD member and observer countries. More information can be found in the individual country reports that follow.

Road safety strategies pursued by the countries are various and include quantitative targets, interim targets, sub-targets and performance indicators. Many European countries align their strategies to the road safety policy orientations of the European Union. Some countries set targets for reducing serious injuries alongside the goals of reducing fatalities.

Table 1.4. National road safety strategies and targets

International Strategies Vision Targets

United Nations Decade of Action for Road Safety 2011-2020 Global Plan for the Decade of Action

Stabilise and then reduce the forecasted level of road traffic fatalities around the world by increasing activities conducted at the national, regional and global levels

United Nations

Sustainable Development Goal

Under preparation

European Union

Policy orientations on road safety 2011-2020

Towards Zero -50% fatalities by 2020 (base year: 2010)

Country/Strategy/timeframe Vision Targets

Argentina

National road safety strategy

Based on the UN Road Safety Plan for the Decade of Action for Road Safety

-50% fatalities by 2014

Base year 2009

Specific targets for 2020 are being developed

Australia

National road safety strategy

2011-2020

Safe System

No-one should be killed or seriously injured on Australia’s roads

-30% (at least) fatalities by 2020

-30% (at least) severely injured by 2020

Base year 2008-2010

Austria Austrian road safety programme

2011-2020

Safe system

“Become one of the five safest countries in Europe”

-50% fatalities by 2020, based on the average for the years 2008-10 (Interim target: -25% by 2015) -40% serious injuries by 2020, based on the average for the years 2008-10 (Interim target: -20% by 2015) -20% injury accidents by 2020, based on the average for the years 2008-2010 (Interim targets: -10% by 2015)

Belgium

Recommendations for 20 priority measures for a period of 2011-2015

EU Road Safety Target adopted -50% fatalities in 2020 in comparison to 2010 (420 road deaths in 2020)

Cambodia

National Plan for Road Safety 2011 -2020 (approved by the Council of Ministers in 2014)


Reduce by 50% the forecasted number of fatalities by 2020

Several sub-targets on helmet wearing rates, speed, drink-driving

Canada

Road Safety Strategy (RSS) 2015

2011-2015

A successor strategy underdevelopment

“Rethink Road Safety” to make Canada’s roads the safest in the world

No hard numerical targets

To achieve downward trends in fatalities and serious injuries.

Chile -20% road deaths by 2014 in comparison with 2011 level



Road safety plan 2011-2014

A new National Road Safety Strategy in preparation

Czech Republic

The National Strategic Road Safety Plan 2011-2020

Vision Zero Reduce fatality rate to EU 27 average

No more than 360 fatalities in 2020 (-60%)

No more than 2 100 seriously injured in 2020 (-40%)

Base year 2009

Denmark

Danish Road Safety Commission National Action Plan, 2013-2020

Based on Vision Zero -53 % fatalities by 2020 (fewer than 120 killed) (based on EU Road Safety target) compared to 2010

-52% serious and slightly injured road users compared to 2010

Finland

National Road Safety Strategy 2012-2014 ended. A new programme is under preparation.

Based on EU Road Safety Target Fewer than 219 fatalities (or 40 fatalities per million inhabitants) by 2014 Fewer than 137 fatalities (or 24 fatalities per million inhabitants) by 2020 Fewer than 5 750 injuries by 2020 (based on EU Road Safety target) Long term target: fewer than 100 fatalities by 2025

France New Action Plan for Road Safety, including 26 measures announced by Minister of Interior on 26 January 2015

Based on EU Road Safety target -50% fatalities by 2020 (fewer than 2 000 fatalities)

Germany

Road safety programme 2011-2020

-40% fatalities by 2020 (base year: 2010)

Greece

National strategic road safety plan 2011 – 2020

Developing a road safety culture -50 % fatalities by 2020 (based on EU Road Safety target); base year: 2010

Interim targets: reduction by 80 road fatalities per year between 2010-2015 and 50 road fatalities per year between 2016-2020

Hungary

Road safety programme 2014-2016

-50% fatalities by 2015 compared to 2001.

-50% injury crashes by 2015 compared to 2001.

-50 % fatalities by 2020 compared to 2010 (based on EU Road Safety target);

Iceland

Traffic Safety Plan 2011-2022

Rate per 100 000 inhabitants should not be higher than in the best countries by 2022

Average annual reduction in killed and seriously injured of 5%.

11 sub targets defined

Ireland

Road safety strategy 2013-2020

Reduction of road collision fatalities on Irish roads to 25 per million inhabitants or less by 2020.

Provisional target for the reduction of serious injuries by 30% from 472 (2011), or fewer, to 330 by 2020 or 61 per million population. Specific targets for reducing speed and to increase restraint use.

Israel

National Road Safety Plan 2020

Fewer than 240 fatalities per year by 2020-.

Italy

National Road Safety Plan Horizon 2020

(in preparation)

“No child should die on the road”. -50% fatalities by 2020 (under consideration) (based on EU Road Safety target)

Mid-term target (under consideration) an average annual reduction rate of fatalities of 7%, corresponding to a reduction of 38% in 2017 (with reference to 2010 fatalities).

Jamaica

National Road Safety Policy 2012-15

Fewer than 240 deaths by 2016.

Japan

9th Traffic Safety Programme 2011-2015

Make Japan the safest country for road traffic Fewer than 3 000 deaths (within 24 hours) by 2015

Fewer than 700 000 casualties by 2015

Korea

7th National transport safety plan

Reach the average safety level of OECD countries

Less than 1.64 fatalities/10 000 vehicles by 2017 This represents a 40% reduction in fatalities compared to 2012level



2013-2017

(new target for 2020 under discussion)

Fewer than 4 000 fatalities by 2017

Lithuania

Road safety strategy 2011-17

No one should be killed or seriously injured on Lithuania’s roads

Less than 6 killed per 100 000 inhabitants in order to be ranked among the 10 best performing countries in the EU

Luxembourg

Road Safety Action Plan 2014-2018 adopted on 8 December 2014

Vision Zero -50 % fatalities by 2020 compared to 2010 (based on EU Road Safety target);

Malaysia

Road Safety Plan 2014-2020


Reduce by 50% the forecasted number of fatalities by 2020 Fewer than 5 368 deaths by 2020 (this corresponds to a 22% reduction compared to 2010)

Morocco

National Road Safety Strategy 2004-2013; Strategic orientations for 2014-2015 Road safety strategy 2016-2025 in preparation

Netherlands

Road safety strategic plan 2008–2020

Sustainable safety No more than 500 fatalities by 2020

No more than 10 600 serious road injuries (MAIS2+) by 2020

New Zealand

Safer Journeys: Road safety strategy2010-2020

Safe System

A safe road system increasingly free of death and serious injury

No overall targets

Several sub targets

Nigeria

Road Safety Strategy 2014-2018 is under development

Having one of the 20 safest road networks in the world by 2020

Based on the UN Road Safety Plan for the Decade of Action for Road Safety.

Becoming a country where road traffic crashes result in no death

Reduction of fatal road traffic crashes by 50% in 2015 in comparison with 2007 level

Reduction by 50% of the number of fatalities by 2020 in comparison with 2010 level (based on UN Decade of Action Plan)

Norway

Road Safety Strategy 2014-2024

National Plan of Action for Road Traffic Safety 2014–2017

Vision Zero No more than 500 fatalities and serious injuries by 2024.

Poland

National Road Safety Programme 2013-2020

Vision Zero -50% fatalities by 2020 (based on EU Road Safety target)

-40% severely injured by 2020

Base year 2010

Portugal

National Road Safety Strategy 2008-2015

2013-15 Plan approved

62 fatalities per million inhabitants in 2015

Serbia

National Strategy 2015-2020 (expected to be approved in 2015)

The Strategy will include the following quantitative targets:

• No child killed in traffic by 2020;

• Reduction by 50% the number of people killed, the number of people seriously injured and the number of children seriously injured by 2020 compared to 2011;

• Halving by 2020 the total annual social-economic costs of traffic crashes compared to 2011 level.

Slovenia

National road safety programme 2013 – 2022

Vision Zero

No fatalities and no one seriously injured on Slovenian roads

-50 % fatalities by 2022 or less than 35 fatalities per million inhabitants

-50 % seriously injured by 2022 or less than 230 seriously injured per million inhabitants

Spain

Road Safety Strategy

2011 – 2020

Safe system/Vision Zero.

Citizens have the right to a Safe Mobility System in which everyone involved has a

Less than 3.7 killed per 100 000 population aligned with the European 2020 target

-35% seriously injured compared to 2009



responsibility Several targets for various performance indicators (restraint systems, speed, drink-driving, etc.)

Sweden

No safety plan in a traditional sense

Management by Objectives for Road Safety Work, Towards the 2020 Interim targets

Vision Zero

-50% fatalities between 2007 and 2020 (the average for 2006-2008 is used as the base figure), i.e. max. 220 deaths by 2020.

-25% severely injured between 2007 and 2020.

Switzerland

Via Sicura Adopted in June 2012 by Swiss Federal Council

No hard numerical targets

Range of targeted measures

United Kingdom (Great Britain)

Strategic framework for road safety

A 5 year road safety strategy for 2011-2015

To ensure that Britain remains a world leader on road safety.

Action plan has not set quantitative targets as such, but a modelling exercise has been conducted to assess the expected casualty reduction

Outcomes framework to monitor progress on road safety, including six key indicators and a range of others

United States Dedicated to achieving the highest standards of excellence in motor vehicle safety and reducing deaths, injuries and economic losses resulting from motor vehicle crashes.

Performance targets set through 2016

Less than 1.02 fatalities per 100 million vehicle miles travelled in 2016

Performance targets for four sub measures: large trucks, passenger vehicles, non-occupants, and motorcycles

Legislation on key safety issues

Drink driving, speeding, non-wearing of seat belts and motorcycle helmets represent common safety challenges in all countries. The sections below summarise existing regulations regarding maximum authorised blood alcohol content, speed limits, seat belt and helmet use.

Drink driving

All IRTAD and observer countries have established maximum authorised blood alcohol content (BAC) for drivers as one of the primary measures to prevent crashes, injuries and fatalities caused by drink driving. General BAC levels in these countries vary from 0.0 g/l in Czech Republic and Hungary to 0.8 g/l in Canada, Jamaica, Malaysia, the United Kingdom and the United States. The most common maximum authorised BAC level is 0.5 g/l. Most of the countries also apply lower BAC level for novice, young and professional drivers (see Table 1.5.).

Speed limits

In urban areas, in most countries, the default speed limit for passenger cars is 50 km/h; lower speed limits (typically 30 km/h) are often enforced in residential areas or around schools. Higher default speed limits (60 km/h) are found in Poland (during night time), Chile and Korea.

Speed limits on roads outside built up areas typically vary between 80 and 100 km/h. The lowest speed limits among IRTAD members and observers are in Jamaica (50 km/h) and Japan (50-60 km/h). The highest speed limits – up to 120 km/h – are in Chile and Poland. Several countries differentiate speed limits according to the type of road, weather or pavement.

On motorways speed limits vary between 90 to 140 km/h. In Germany, there is only a recommended limit of 130 km/h.



Seat belt use

The use of seat belts is regarded as one of the most effective measures to save lives and reduce crash injury severity for car occupants. All IRTAD countries have mandatory front seat belt regulations. The use of seat belts on rear seats is still not mandatory on the whole road network in some countries.

Wearing rates vary widely in member countries, and they are usually higher in front seats. For front seats, values typically range between 80% and 100%, but can also be as low as 52% (Argentina). For rear seats the range is between 15% (Chile) and 98% (Germany) (Figure 1.13.).

Figure 1.13. Seatbelt use in IRTAD member countries 2014 or latest available

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

driver

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

rear seat passengers



Motorcycle and helmet use

In all IRTAD member and observer countries but the United States, the use of helmets on powered two-wheelers is compulsory and the wearing rate is usually high; many countries report a near to 100% compliance. In the United States, there is no federal law on helmet use, and three states do not have any helmet law.

In most countries helmet use for cyclists is not compulsory; however the compulsory use of helmets by children is becoming more frequent (see Table 1.6.).



Table 1.5. Maximum blood alcohol content in 2015

Country General BAC level Differentiated BAC for novice drivers, professional drivers

Argentina 0.5g/l 0.0 g/l for professional drivers Australia 0.5 g/l 0.0 g/l for novice drivers

0.2 g/l for professional drivers Austria 0.5 g/l 0.1 g/l for moped drivers younger than 20 years; novice drivers

(less than 2 years),truck and bus drivers Belgium 0.5 g/l 0.2 g/l for professional drivers from 1 January 2015 Cambodia 0.5 g/l No Canada 0.8 g/l

administrative maximum level of 0.4 g/l / 0.5 g/l. in most provinces

0.0 g/l administrative maximum level for novice and young drivers in most provinces

Chile 0.3 g/l - Czech Republic 0.0 g/l - Denmark 0.5 g/l - Finland 0.5 g/l - France 0.5 g/l 0.2 g/l for bus/coach drivers Germany 0.5 g/l

Drivers with a BAC between 0.3 - 0.5 g/l can have their licenses suspended if their driving ability is impaired

0.0 g/l for drivers under 21 and novice drivers

Greece 0.5 g/l 0.2 g/l for professional drivers, motorcycles and moped riders Hungary 0.0 g/l (sanctions when BAC > 0.2 g/l) Iceland 0.5 g/l Ireland 0.5 g/l 0.2g/l for learner, novice and professional drivers Israel 0.5 g/l 0.1 g/l for young, novice and professional drivers Italy 0.5 g/l 0.0 g/l for young, novice and professional drivers. Jamaica 0.8 g/l - Japan 0.3 g/l - Korea 0.5 g/l - Lithuania 0.4 g/l 0.2 g/l for novice, professional, moped and motorcycle drivers Luxembourg 0.5 g/l 0.2 g/l for novice and professional drivers Malaysia 0.8 g/l - Morocco 0.2 g/l - Netherlands 0.5 g/l 0.2 g/l for novice drivers New Zealand 0.5 g/l (since 1 Dec 2014)

0.0 g/l for drivers under 20 years and for repeating offenders

Nigeria 0.5 g/l Law amendments on 0.2 g/l for novice and 0.0 g/l professional drivers is under approval

Norway 0.2 g/l - Poland 0.2 g/l - Portugal 0.5g/l 0.2 g/l for novice (first three years) and professional drivers (since

1 January 2014) Serbia 0.3 g/l 0.0 g/l for novice and professional drivers and for PTW operators Slovenia 0.5 g/l 0.0 g/l for novice (first three years) and professional drivers Spain 0.5 g/l 0.3 g/l novice and professional drivers Sweden 0.2 g/l - Switzerland 0.5 g/l 0.0 g/l for novice and professional drivers (since 1/1/14) United Kingdom 0.8 g/l; 0.5 g/l in Scotland - United States 0.8 g/l 0.4 g/l for professional drivers

0.0 to 0.2 g/l for drivers < 21



Table 1.4. General speed limits for passenger cars in 2015

Country Urban areas Rural roads Motorways

Argentina 30 – 60 km/k 110 km/h 130 km/h Australia 50 km/h

60 to 80 km/h (arterial roads) 100 or 110 km/h 110 km/h

Austria 50 km/h 100 km/h 130 km/h Belgium 30 – 50 km/h 70 – 90 km/h 120 km/h Cambodia 30- 40 km/h 60-90 km/h -- Canada 40 – 70 km/h 80 – 90 km/h 100 -110 km/h Chile 60 km/h 100 – 120 km/h 120 km/h Czech Republic 50 km/h 90 km/h 130 km/h Denmark 50 km/h 80 km/h 130 km/h (110 km/h for certain sections) Finland 50 km/h 100 km/h (summer)

80 km/h (winter) 120 km/h 100 km/h(near cities)

France 50 km/h 90 km/h (90 km/h in wet weather) 130 km/h(110 km/h in wet weather/or novice drivers)

Germany 50 km/h 100 km/h No limit, but 130 km/h is recommended Greece 50 km/h 90 km/h (110 km/h on highways) 130 km/h (variable speed limits for sections) Hungary 50 km/h 90 km/h 130 km/h (110 km/h on semi-motorways)

Iceland 50 km/h 90 km/h paved roads 80 km/h gravel roads

n.a.

Ireland 50 km/h 80 km/h or 100 km/h 120 km/h Israel 50, 70 km/h 80, 90, 100 km/h 110 km/h

Italy 50 km/h 90 km/h

130 km/h.; 110 km/h in case of rain or snow; 100 km/h for novice drivers; the motorway operator may increase the limit up to 150 km/h if stringent requirements are met.

Jamaica 50 km/h 50 km/h 70 km/h or 110 km/h Japan 40, 50, 60 km/h 50, 60 km/h 100 km/h Korea 60 km/h 60-80 km/h 110 km/h (100 km/h in urban areas), Lithuania 50 km/h 90 km/h (70 km/h on gravel roads) 120 or 130 km/h (110 km/h in winter) Luxembourg 50 km/h 90 km/h 130 km/h (110 km/h in rain) Malaysia 50 km/h 90 km/h 110 km/h Morocco 60 km/h 100 km/h 120 km/h Netherlands 50 km/h 80 km/h 130 km/h New Zealand 50 km/h 100 km/h 100 km/h Nigeria 50 km/h 80 km/h 100 km/h Norway 50 km/h (30 km/h residential streets) 80 km/h 90,100,110 km/h Poland 50 km/h (60 km/h night-time) 90 – 100 - 120 km/h 140 km/h Portugal 50 km/h 90 km/h 120 km/h Serbia 50 km/h 80 km/h 120 km/h Slovenia 50 km/h 90 km/h(110 km/h for Expressways) 130 km/h Spain 50 km/h 90 or 100 km/h 120 km/h Sweden 30-40-50 km/h 60-70-80-90-100 km/h 110 km/h or 120 km/h Switzerland 50 km/h 80 km/h 120 km/h United Kingdom 30 mph (48 km/h) 60 or 70 mph (96 or 113km/h) 70 mph (113 km/h) United States Set by each state Set by each state 55-80 mph (88-129 km/h)

Set by each state



Table 1.5. Seatbelt wearing rates in front and rear seats, 2013 or 2014 or the latest available data

Country Front seats Rear seats

Date of application Wearing rate Date of application Wearing rate Argentina 1995 45% (average), 52% (driver) 1995 19%, 45% for children Australia 1970s 97% 96% Austria 1984 95% 1990 77% Belgium 1975 86% (2012 data) 1991 63%, 79% for children (2012 data) Cambodia 2007 17% Not mandatory No data Canada 1976-1988 estimated 95% 1976-1988 Estimated 95% Chile 1985 78% (driver), 62% (passengers) 2006 15% Czech Republic 1966 97% (2012 data) 1975 66% (2012 data) Denmark 1970s 94% (2012 data) 1980s 81% (2012 data) Finland 1975 95% 1987 87% France 1973 98% (2010 data) 1990 84% (90% for children) Germany 1976 96% - 98% 1984 97% (98% for children) Greece ( 1987 77% (driver), 74% (passengers)

(2009 data) 2003 23% (2009 data)

Hungary 1976 87% 1993 (outside built up areas), 2001 (inside built up areas) 57% (90% for children)

Iceland 84% (2013 data) 65% (2013 data) Ireland 1979 92% 1979 88%, 91% for children Israel 1975 97% 1995 74% Italy 1988 64% (urban areas);76% (outside

urban areas) (2011 data) 1994 10% (2009-2011)

Jamaica 1999 estimated 44% in 2008 1999 estimated very low Japan 1985 98% (driver), 94% (passengers) 2008 35%

62% for children Korea 1990 89% (driver) on motorways

75% (passengers) on motorways on motorways only, since 2008 22 % on motorways

Lithuania 95% 33% Luxembourg 1975 80% (2003 data) 1992 No data Malaysia 1978 82% (driver), 68% (passengers) 2009 9% Morocco 1977 – rural areas

2005 – urban areas 49% drivers 46% passengers (2011 data)

2005 – rural areas No data

Netherlands 1975 97% (2010 data) 1992 82% (2010 data) New Zealand 1972 97% 1979 92% for adults, 93% for children Nigeria 1997 80% 1997 < 1% Norway 1975 95% 1985 No monitoring, estimated 87-88% Poland 1991 90% 1991 71 % - adults; 89 % for children Portugal 1978 96 % 1994 77%

89 - 100% for children restraints Serbia 1982 70% 2009 4% Slovenia 1977 94% 1998 66% for adults

87-94% for children Spain 1974 outside urban areas,

1992 inside urban areas 90% (2012 data) 1992 81% (2012 data)

Sweden 1975 97% 1986 Child restraint systems since 1988

81% for adults, 95% for children

Switzerland 1981 94% (driver); 93% (passengers)

1994 77 % for adults, 93% for children (in 2012 )

United Kingdom)

1983 96% (passengers) 1989 (children); 1991 (adults) 92%

United States Primary law in 33 states, secondary law in 16 states, not mandatory in one state

87% Varies by State 74% (2011 data)



Table 1.6. Helmet laws and wearing rates, 2014 or the latest available data

Country Powered two-wheelers Cyclists

Helmet law Wearing rate Helmet law Wearing rate

Argentina Yes 68% drivers 46% passengers

No

Australia Yes Yes Austria Yes Nearly 100% Yes for children up to 12 Belgium Yes Unknown No Cambodia Yes No Canada Yes n.a. In some jurisdictions Chile Yes estimated 99% No Czech Republic Yes Nearly 100% Yes (2006), for children up to 18 Denmark Yes Estimated 97% No Finland Yes n.a Yes ( 2003) 44% to 50% France Yes, since 1973 90 -100% No Germany Yes 99% No estimated 13%

Greece Yes 75% riders 46% passengers (2009 data)

No

Hungary Yes since 1965 for motorcyclists, 1997 for moped riders outside built up areas 1998 for moped riders in urban areas.

Nearly 100% No

Iceland Yes Yes, for children up to 14 Ireland Yes Nearly 100% No 46% Israel Yes Nearly 100% Yes for children up to 18 90% on non-urban

roads Italy Yes since 2000 for all more than 90% No Jamaica Yes Very low No Japan Yes estimated 99% No Korea Yes 78% No Lithuania Yes n.a. Yes, for children below 18 Luxembourg Yes, since 1976 n.a. Malaysia Yes, since 1973 About 74% No Morocco Yes, since 1976 43 % drivers, 8 %

passengers (2011 data) No

Netherlands Yes, motorcycles since 1972; mopeds since 1975 Not compulsory on mofas (max. speed 25 km/h)

Moped riders: 96% Motorcycle riders: nearly 100%

No

New Zealand Yes Nearly 100% Yes, since 1994 92% (2012 data) Nigeria Yes 60% No

Norway Yes Nearly 100% No

52% for all cyclists (77% for children up to 12; 49% for all above 12)

Poland Yes since 1997 Nearly 100% No 12% Portugal Yes n.a No Serbia Yes 92% for motorcyclists

72% for moped riders No

Slovenia Yes n.a Yes for children up to 14

Spain Yes Nearly 100% Yes, except in built up areas Mandatory for children below 16

Sweden Yes 96-99% Yes for children below 15 60-70% children 30% adults

Switzerland Yes, motorcycles since 1981; mopeds since 1990

Nearly 100% No for “regular” bicycles Yes for e-bikes > 25km/h

41% adults 60% for children 89%

United Kingdom Yes, motorcycles since 1973; mopeds since 1977 No



United States No national law 19 states require helmet use by all PTW operators and passengers. 28 states requires helmet use by some segment of population 3 states have no helmet law

64% in 2014 (use of DOT-compliant helmets=

21 states and the District of Columbia have enacted age-specific bicycle helmet laws



Bibliography

ITF (2011), Reporting on Serious Road Traffic Casualties: Combining and using different data sources to improve understanding of non-fatal road traffic crashes, IRTAD report. http://internationaltransportforum.org/irtadpublic/pdf/Road-Casualties-Web.pdf

ITF (in press), Why does road safety improve when economic times are hard? (Working Title) IRTAD report.

ITF (in press), Improving Safety for Motorcycle, Moped and Scooter Riders, International Transport Forum.

36 - LIST OF IRTAD MEMBERS AND OBSERVER


LIST OF IRTAD MEMBERS AND OBSERVERS

Chair: Mr Fred Wegman (Netherlands)

Argentina National Road Safety Agency (ANSV) Ms Corina PUPPO

Mr Pablo ROJAS

Australia Department of Infrastructure and Transport

Mr John GOLDSWORTHY

Mr Peter JOHNSTON

ARRB Mr Blair TURNER

Austria Kuratorium für Verkehrssicherheit (KFV) Mr Robert BAUER

Mr Klaus MACHATA

Belgium Belgian Road Safety Institute (BIVV - IBSR) Ms Ellen OPDENAKKER

Ms Heike MARTENSEN

Mr Wouter VAN DEN BERGHE

Cambodia National Road Safety Committee Mr Sattya BORAN

Mr Voun CHHOUN

Mr Davann YUN Canada Transport Canada Ms Kim BENJAMIN

Ms Marie-Josée GOULET

Mr Michael MARTH

Chile Comisión Nacional de Seguridad de Tránsito (CONASET) Ms Carla Medina ARAOS

Czech Republic CDV – Transport Research Centre Mr Jan TECL

Denmark Road Directorate Mr Jesper HEMMINGSEN

Mr Stig HEMDORFF

Danish National Police Ms Tove HELS

University of Alborg Ms Camilla SLOTH ANDERSEN

Danish Technical University

Finland Finnish Transport Safety Agency (TraFi) Ms Riikka RAJAMÄKI

France Observatoire National Interministériel pour la Sécurité Routière Mr Christian MACHU

Ms Manuelle SALATHE

Mr Thierry ROUSSEAU

IFSTTAR Ms Ruth BERGEL-HAYAT

Mr Sylvain LASSARRE

Germany Bundesanstalt für Straßenwesen (BASt) Mr Andreas SCHEPERS

Ms Susanne SCHOENBECK

German Road Safety Council Ms Jacqueline LACROIX

Gesamtverband der Deutschen Versicherungswirtschaft e.V. (GDV)

Mr Jean Emmanuel BAKABA

ADAC Mr Wolfgang STEICHELE

LIST OF IRTAD MEMBERS AND OBSERVERS - 37


Greece National Technical University of Athens (NTUA) Mr Georges YANNIS

Hungary KTI – Institute for Transport Science Mr Peter HOLLO

Ms Viktoria TOTH

Iceland Icelandic Road and Coastal Administration Ms Audur Thora ARNADOTTIR

Ireland Road Safety Authority Ms Velma BURNS

Ms Sharon HEFFERNAN

Israel National Road Safety Authority

Ms Rachel GOLDWAG

Mr Assaf SHARON

OR YAROK Ms Tsippy LOTAN

Italy University La Sapienza Mr Luca PERSIA

Mr Davide Shingo USAMI

Automobile Club d’Italia (ACI) Ms Lucia PENNISI

Jamaica Ministry of Transport, Works and Housing Mr Kenute HARE

Japan National Police Agency Mr Kazunori FUJIMAKI

Ms Misaki TOKIO

National Research Institute of Police Science (NRIPS) Mr Goro FUJITA

Mr Kenji HAGITA

Ms Kazuko OKAMURA

Institute for Traffic Accident Research and Data Analysis (ITARDA)

Ms Satoko ITO

Kansai University Mr Teruaki WADA

Korea Korean Road Traffic Authority (KoROAD) Mr Giyeol RYU

Ms Hyoung Eun CHO

Mr Sung Cheul JANG

Mr Daegon HWANG

Korean Transportation Safety Authority (TS) Mr Byongho CHOE

Mr Yoon Seok JEE

Mr Sungjin JO

Korea Expressway Corporation Mr Bong Kyu CHOI

Lithuania Transport and Road Research Institute Mr Mindaugas KATKUS

Luxembourg STATEC Ms Marie Jo AIROLDI

Malaysia Malaysian Institute of Road Safety Research (MIROS) Ms Sharifah Allyana SYED RAHIM

Mr Shaw Voon WONG

Morocco Comité National de Prévention des Accidents de la Circulation (CNPAC)

Mr Ahmed BARDAN

Mr Benacer BOULAAJOUL

Netherlands Ministry of Infrastructure and the Environment Mr Peter MAK

SWOV Institute for Road Safety Research Mr Niels BOS

Mr Fred WEGMAN

New Zealand Ministry of Transport Mr Wayne JONES

Nigeria Federal Road Safety Corps Mr Kayode OLAGUNJU

Mr Boboye OYEYEMI

Norway Norwegian Public Roads Administration Ms Guro RANES

Ms Marianne Stølan ROSTOFT

Poland Motor Transport Institute² Ms Justyna WACOWSKA-SLEZAK

National Road Safety Council Mr Konrad ROMIK

38 - LIST OF IRTAD MEMBERS AND OBSERVERS


Portugal Autoridade Nacional SegurancaRodoviara Mr Helder BATISTA

Serbia Road Traffic Safety Agency Mr Dragoslav KUKIC

Slovenia Slovenian Traffic Safety Agency Mr Andraz MURKOVIC

Spain Dirección General de Tráfico (DGT) Mr Gerard AZOR MARTINEZ

Ms Rosa RAMÍREZ FERNÁNDEZ

RACC Automóvil Club Mr Miquel NADAL

Sweden Swedish Transport Agency Ms Karin BENGTSSON

Mr Hans-Yngve BERG

Swedish Transport Administration Ms Ylva BERG

VTI Ms Anna VADEBY

Chalmers University of Technology Ms Helen FAGERLIND

Switzerland Federal Roads Office (ASTRA) Mr Philippe BAPST

Swiss Council for Accident Prevention (bfu) Mr Steffen NIEMANN

United Kingdom Department for Transport

Mr Anil BHAGAT

Mr Daryl LLOYD

Transport Research Laboratory (TRL) Mr John FLETCHER

United States National Highway Traffic Safety Administration (NHTSA) Ms Terry SHELTON

Mr Umesh SHANKAR

University of Michigan Mr Charles COMPTON

Ms Carol FLANNAGAN

Harvard University Ms Lidia UZIEL

European Commission DG MOVE Ms Maria Teresa SANZ VILLEGAS

The World Bank Global Road Safety Facility Ms Véronica RAFFO

Mr Marc SHOTTEN

Industry and international non governmental organisations

ACEA - European Automobile Manufacturers Association Ms Quynh-Nhu HUYNH

ACEM – European Motorcycle Manufacturers Association Ms Veneta VASSILEVA

Daimler AG Mr Jorg BAKKER

DEKRA Automobile Mr Walter NIEWOEHNER

European Transport Safety Council (ETSC) Ms Graziella JOST

Ms Dovile ADMINAITE

FIA Mr Luca PASCOTTO

FIA Foundation for the automobile and society Ms Rita CUYPERS

Ford Mr Roland SCHAEFER

IMMA - International Motorcycle Manufacturer's Association Mr Edwin BASTIAENSEN,

Ms Vinciane LEFEBVRE

Global NCAP Mr David WARD

Nissan Motor Manufacturing Mr Andrzej CHMURA

LAB PSA-Renault Mr Yves PAGE

Mr Nicolas BERTHELON

Robert Bosch Gmbh Mr Thomas LICH

Volkswagen AG Ms Stefanie ACHMUS

LIST OF IRTAD MEMBERS AND OBSERVERS - 39


The following national institutes also provide information and data to IRTAD:

Israel Central Bureau of Statistics Ms Tehila KLEIN

Finland Statistics Finland Ms Marie NIEMI

Greece EL.STAT. Ms Effrosyni CHANTSOULI

Iceland Icelandic Transport Authority (ICETRA) Mr Gunnar Geir GUNNARSSON

Italy ISTAT Ms Silvia BRUZZONE

ITF-OECD / IRTAD Secretariat

Ms Véronique FEYPELL-DE LA BEAUMELLE

Mr Stephen PERKINS

Ms Susanne REICHWEIN

Ms Elene SHATBERASHVILI

Ms Lorna WILSON

International Transport Forum 2 rue André Pascal 75775 Paris Cedex 16 France T +33 (0)1 45 24 97 10 F +33 (0)1 45 24 13 22 Email : [email protected] Web: www.internationaltransportforum.org

Road SafetyAnnual Report 2015Summary

This report overviews road safety performance in 38 countries and offers cross-country comparisons of key safety indicators. Detailed country reports provide the most recent safety data in IRTAD countries, including detailed analysis by road user, age group and road type, and describe crash-data collection processes, road safety strategies and targets, as well as recent trends in speeding, drink-driving and other aspects of road user behaviour.

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